Trailing cylinder-head rotary engine.



7 J Zmm No. 818,029. PATENTED APR.17, 1906. H. A. KING. TRAILING CYLINDER HEAD ROTARY ENGINE.

APPLICATION FILED NOVJ. 1905.

a um

ynn-w) link" HOMER ARTHUR KING, OF COLTON, CALIFORNIA.

TRAILING CYLINDER-HEAD ROTARY ENGINE.

Specification of Letters Patent.

Patented April 17, 1906.

Application filed November '7, 1905. Serial No. 286.309

To all whom it may concern.-

Be it known that I, HOMER ARTHUR KING, a citizen of the United States; residing at Colton, in the county of San Bernardino and State of California, have invented a new and useful Trailing Cylinder-Head Rotary Engine, of which the following is a clear and exact description, the accom anying drawings making a part of this speci cation.

Similar letters of reference indicate corresponding parts in the different figures.

My invention relates to improvements in my trailing cylinder-head rotary engine.

The object of my invention is, first, to provide a stronger annular cylinder needing little if any packing; second, mechanism for shortening andlengthening the time or space of the direct pressure of the motive fluid during the piston-stroke or entirely cutting off the pressure, thus increasing or shortening the time or space of the stroke by expansion; third, mechanism for reversing the motion of the engine at will; fourth, a motive-fluid chest within another chest inclosed by the outer casing of the engine; fifth, mechanism improving the automatic locking of the cylinder-head; sixth, mechanism assuring the timely unlocking of the trailing cylinder-head. I attain these objects by mechanism illustrated in the accompanying drawings, in which Figure 1 is an elevation of the exhaust side of my engine with half of the outer casing removed to show the flange on the peri hery of the other half of the outer casing an the annular cylinder, three parts being bolted together through the horizontal and inclined flanges, the small part being easily removed, giving access to the inside of the cylinder; but some may prefer to form the annular cylinder of two parts like the outer casing united by bolts through the flange on the periphery, the overlapping band on the periphery of the disk completing the cylinder, all my claims except the first and third applying to mechanism adapted to either style of cylinder. Fig. 2 is an elevation of the piston-disk, there being a depression for packing between the outer lines on both sides, and the packing may extend under the outer periphery line, which is a spring-steel band with thin edges extending each side onto the concave surface of the annular cylinder slightly beveled. Fig. 3 is an elevation of the side of my engine on which the motive fluid is admitted through convex surfaces into the annular cylinder,

but only the flange on the periphery of the.

outer casing is seen, inside of which the annular cylinder is partly broken away to show Fig. 2 in place in the annular cylinder. Fig. 4 is an elevation of my engine corresponding to Fig. 3, but with the broken portions restored and mechanism added for regulating the admission of motive fluid. Fig. 5 is an elevation of the revolving mechanism having as many ports as the number of sets of heads on the disks and like the disk is rigidly secured to the shaft. Fig. 6 is an elevation of my engine corresponding to Fig. 3, but with part of the mechanism for reversing the motion of the engine, as shown by the change of direction of the arrow. Fig. 7 is an elevation of my engine corresponding to Fig. 6, but with the broken portions restored and additional mechanism for reversing the motion. Fig. 8 is an elevation of my engine corresponding to Fig. 7, but with the mechanism of Fig. 4 added for regulating the admission of the motive fluid, the ring being extended to the shaft covering the bolts through the horizontal flange on the flat surface. Figs. 9 and 9 are cross-sections of Fig. 8 in lines V V V V, showing the passages the motive fluid passes through when the engine is reversed and the length of the narrow openings from the inner motive-fluid chest Gr, each being only the greatest length of slot L including ports I and I Fig. 10 is a nearly vertical cross-section of my engine with all the parts in place taken as if out across through ports I I, Figs. 3, 4, and 6, and letters 25 t, Fig. 8, if reverser L were drawn back by lever L opening ports I I. Fig. 11 is a cross-section of one of the trailing cylind er-heads F and F, taken in a line of a cross-section of the annular cylinder. Fig. 12 is a cross-section of a trailing cylinder-head, taken in the opposite direction of the cross-section of Fig. 11.

The letter A designates the upper half of my new annular cylinder, the whole shown in cross-section in Fig. 10, and may be tongued and grooved with the lower half, though no pressure of motive fluid comes near these joints. Both halves are flanged on the exhaust side around both convex surfaces and on the flat surfaces on each side of the shaft and bolted to similar flanges on the two parts of the lower half.

B designates a part of the lower half of the annular cylinder.

B is a small part, mostly of the convex surface, on the exhaust side and is easily removed to adjust the last of the pistons and cylinder-heads, the pistons being secured by bolts through the disk-band K intothe disk, as the greater width of the band prevents its insertion without removing the part B.

C is the central revolving disk, to which is secured the disk-band and pistons, and C is secured by spline to the shaft D.

D is the opening for the revolving shaft D, and D designates the band or sprocket-wheels which are secured directly or indirectly to the shaft.

E is a piston, and E is a bolt passing through one side of the piston and through the band on the periphery of the disk into the disk and secured by a nut.

F is a trailing cylinder-head which may be locked automatically to the annular cylinder when the engine is going forward.

F is one of the trailing cylinder-heads, which may be locked to the annular cylinder when the engine is reversed.

F is a bolt which by the pressure of the motive fluid on its head X is locked into a depression in the annular cylinder.

G is the outer casing of the engine. Its flanges are shown in the periphery of Figs. 1, 3, 4, 6, 7, 8, and in cross-section in Fig. 10.

G designates my new motive-fluid chest or chests, as they may be connected as one without the motive fluid passing out of G or coming in contact with the shaft or with any other part until it passes the narrow outlets and through the port-holes into the annular cylinder at two opposite points.

G is the exhaust-chest.

Gr indicates packing.

I I indicates an exhaust-port. II is also an exhaust-port.

I I are ports to admit motive fluid when running forward.

I I are ports admitting motive fluid when running backward.

I, I and I are ports admitting motive fluid. Coiled-wire springs may be co percoated like J, uniting each cylinder-heac to a piston, one end secured in a cavity in each to bring them normally near together.

K is the band, (shown crescent shape in cross-section in Fig. 10,) the edges lapping on beveled surfaces in the annular cylinder, which is secured to the periphery of disk C.

L is the mechanism revolving with the disk as both are secured by spline to the shaft, but L revolving freely its surfaces are under pressure only where the motive fluid enters the annular cylinder.

L is of the same thickness of L and fills the width of slots L, and as L is rigidly secured to the annular cylinder the length of the slots is diminished or increased by moving L with lever L thus shortening or lengthening the time of direct pressure of the motive fluid or entirely cutting off its admission to the annular cylinder, and when L is secured to the annular cylinder through the narrow slots L these slots enable reverser L to be moved by lever L closing ports I I and admitting motive fluid through I I reversing the engine, as shown by the arrow.

N designates the usual collar-ring.

P and P are splines rigidly securing C and L to shaft D.

S is the coiled-wire spring on either end of buffer Z, should it come in contact with another cylinder-head or piston, unlocking its own cylinder-head by the half-circle of Z. through bolt F when it failed to unlock by springs S S, then restoring Z to its normal position, thus preventing breakage.

X is a bolt-head holding in the bolt by spring S except when the greater pressure of the motive fluid on X presses the bolts into depressions in the annular cylinder locking the cylinder-heads to the annular cylinder.

The general operation of my engine is as follows: The motive fluid is admitted through ports I I into chest G ready when two openings I I in L revolving strike slots L L. While passing the length of these slots, the motive fluid enters openings into the annular cylinder at two opposite points each between a piston and a trailing cylinder-head, locking the latter to the annular cylinder and forcing the two pistons engaged forward by direct pressure until I I pass the slots, then onward by expansion until exhausts H Hrelieve the pressure, unlocking the locked cylinder-head, which wires J J bring rapidly near the moving pistons. Continuing the revolution of disk 0, other moving pistons engage, cylinder-heads are locked, and direct pressure increases the momentum. To reverse the engine from the forward movement shown by the arrow in Fig. 3, lever L is moved, bringing openings I I in reverser L to match with ports I I when the movement of the pistons will be as indicated by the arrow in Fig. 6, as the motive fluid comes between two pistons and cylinder-heads E and F at opposite points. When the power is caused by the explosion of the motive fluid, the spaces between two opposite pistons and cylinder-heads are allowed to fill with compressed motive fluid from chest G and the two sets of heads permitted to pass both sets of ports I I before the electric sparks cause the explosions which lock cylinder-heads and drive the pistons forward, as with any other motive fluid. The cylinder will endure the strain, and the overlapping of band K on the edges of the cylinder with packing around the periphery of disk 0 will prevent escape of exploding motive fluid.

What I claim as my invention, and desire to secure by Letters Patent, is

1. In a rotary engine, the annular cylinder composed of parts A, B and B having ports I, I, and exhausts H, H, as its only openings in combination with the disk-band K completing the cylinder.

2. In combination with the annular cylinder of a rotary engine, the mechanism, L L, L L, and ports I I, for the purpose set forth.

3. In a rotary engine, the annular cylinder composed of parts A, B and B having ports I, I, I I and exhausts H, H, H, H, as its only openings in combination with the diskband K completing the cylinder.

4. The motive-fluid chest G, inclosed by the outer casing on one side of the annular cylinder of a rotary engine, in combination with mechanism, L, L L L, and ports, I I.

5. In a rotary engine, the mechanism, L L, L, L and L,in combination with ports, I I, I I pistons E, trailing cylinder-heads, F, and F, for the purpose set forth.

6. WVithin the casing on one side of a rotary engine, the motive-fluid chest G, in combination with mechanism, L, L L L, L and ports, I I, and I I 7. In a rotary engine, the bolts F boltheads X, and coiled-wire springs S, in combination with trailing cylinder-heads, F, and F, for the purpose set forth.

8. In a rotary engine, the guards Z, coiled, wire springs S, bolts F in combination with trailing cylinder-heads, F, and F, for the purpose set forth.

9. One or more pistons with a trailing cylinder-head on each side of each piston, within an annular cylinder of a rotary engine, connected to a disk and shaft revolved by the pressure of a motive fluid.

In testimony whereof I have signed this specification in the presence of two subscrib- 3 5 ing witnesses.

HOMER ARTHUR KING; Witnesses:

G. D. RICHARDSON, M. O. HERT. 

